Wing lift system for aircraft



April 18, 1933.

B, e JUTTING WING LIFT SYSTEM FOR AIRCRAFT Q 2 sneet-sneet 1 Filed March 2, 1932 INVENTOR I l l d v Q. Mb) u D D a D u u D B B bI I IPI I IP +7 I I IPPI IwIF IP ww l w u b b b w b lllllllllllllll w m 6% p April 18, 1933 B. G. JUTTING 'WIHG LIFT SYSTEM F013 AIRCRAFT F1106. llarch2, 1932 2 Sheets-Sheet 2 c of the heavier-than-air t Patented App-18, .1933

PATENT;- orslca WEABDG.J'UTTIIG,OIIEB8IYOITI,NEWIEBSEY WING SYSTEM FOR a lication am ms, was. Serial 10.1mm

The presen'tinvention pertains to aircraft and the principal object is to derive use 111 work from the slip stream of the ropeller which. is ordinarily wasted. Suc use of the slip stream, according to the invention, enables the plane to take off and land at lower s eeds and to cruise at greater speeds than t erwise possible with a given fuel consumption.

It is well known that the lift of an aerofoil depends on the velocity of air passing over and under the same. -This principle is uti lized in the present invention in that the slip stream is conducted to a passage formed in the forward edge of the aerofoil transversely of the direction of travel of the craft. Nozzles are formed to extend from this passage in a rearward direction at both the upper and lower surfaces, and air is ejected therefrom at an increased velocity. This action is equivalent to increasing the velocity of air passing over and above the aerofoil, and consequently the lifting power of the latter is increased. Moreover, the rearward direction of the air issuing from the nozzles has a forward reaction which aids in propelling the plane.

Because of this arrangement the propeller may be smaller than usual size and in fact functions primarily as a blower for driving air to the nozzles and as a propeller only in a secondary manner. The invention is fully disclosed by way of example in the following description and in 35. the accompanying drawings, in which- Figure 1 is a plan view of an aeroplane constructed according to the invention; Fig. 2 is a side elevation thereof; Fig. 3 is a front elevation;

Fi 4 is a detail longitudinal section of the aero oil; and I v V Fig. 5 is a fra mentary. plan view'thereof. Reference to t ese views will now be made by use of likecharacters which are employed to designate corresponding parts through- I out.

In Figures 1 and 2 is illustrated the body or fuselage 1 of an aeroplane having a single transverse wing or aerofoil 2 at its lower surface and near the forward end. Th I l forward end of the fuselage carries a metal 7 frame 3 for su porting asuitable motor 4. The bottom 0 the plane also carries any usual or conventional landing gear as indicated by the numeral 5.

v The frame 3 is formed with a pair of longitudinal air passages 6 as shown more cleary in Figures 1 and 2, and the forward end of the frame is formed with openings 7 leading to the passages. The passages 6 merge into one another behind the motor, and the rear end of the motor carries a blower or propeller 8 in the joined passage. I

The leading edge of the wing 2 is formed with a lengthwise passage 9 to, the center of which the joined passages 6 lead as may be seen more clearly in Figure 1. Where the passages 6 communicate with the passage 9, a double deflector 10 is provided for directing air to both sides of the passage 9 from the passages 6. Rearwardly directed nozzles 11 and 12 extend from the passage 9 at the upper and lower surfaces of the Wing 2.

The craft carries the usual empe11nage" comprising a transverse tail wing 13, eleva tors l4 hinged to the rear edge thereof, and a hinged rudder 15 extending vertically between the elevators. The forward edge of the tail wing 13 is preferably formed with a longitudinal passage 16 connected to the 7 bottom of the joined passages 6 by means of a line 17 extending along the bottom of the fuselage.

The wing 2 has the usual aerofoil cross? section comprising a flat base 18 and a convex upper surface 19. It is well known in aerodynamics that an aerofoil of this is lifted by a strong current of air directed against its forward edge or that it will rise when pro elled through the air at hi h velocity. urther, it. is known that the Iiiing force depends on the velocity of the air relatively to the aerofoil.

In the operation of the device described herein, it will readily be seen that air is drawn into the passages 6 by means of the propeller 8 and delivered to the passages 9 from which it is-discharged rearwardly through the nozzleslland 12. The restricted nature of the nozzles imparts a high velocity to the air issuingtherefrom, and the small streams thus formed have the effect of a high velocity current of air blowing along both surfaces 18 and 19, with the resulting lifting action. Moreover, the rearwardly direct/ed streams have a forward reaction on the aerofoil, so that the blower 8 is not relied upon entirely fo forward propulsion as in the case of an ordinary propeller. In fact, the member 8 serves primarily as a blower for furnishing the air current to the nozzles and only secondarily as a propeller. Nevertheless, a conventional propeller may be carried at the forward end of the motor in addition to or in substitution of the blower 8. A similar action occurs at the tail wing 13 and therefore need not be described in detail. The air released over the tail surfaces also adds to the controllability of the craft, since this air is released at points on these surfaces where it gives them moment at lower air speeds than ,would otherwise be possible.

As a result of the invention, the plane is capable of developing a greater lift than usual with a given power consumption. Consequently, the take-off is quicker and the landing speed lower. Also, because of the forward reaction at the nozzles 11 and 12 and because of the utilization of the slip stream which is otherwise wasted, the cruising speed and general efficiency of the machine are increased.

Although a specific embodiment of the invention has been illustrated and described, itwill be understood that various alterations in the details of construction may be made without departing from the scope of the invention, as indicated by the appended claims. 7

What I claim is 1. In an aeroplane, a fuselage, a motor frame at the forward end thereof, a blower carried by said motor, a wingv mounted transversely of said fuselage and having a flat bottom surface and a convex upper surface, anair passage formed along the forward edge of said wing transversely of the direction of travel and nozzles extending rearwardly from said passage at both surfaces, and air intake passages formed in said frame and connected to the first named passage.

2. In an aeroplane, a fuselage, a motor frame at the forward end thereof, a blower carried by said motor at the rear end thereof, a wing mounted transversely of said fuselage and having a fiat bottom surface and a convex upper surface, an air passage formed along the forward edge of said wing transversely of the direction of travel and nozzles extending rearwardly from said passage at both surfaces, and air intake pas sages formed in said frame and connected to the first named passage.

3. In an aeroplane, a fuselage, a motor frame at the forward end thereof, a blower carried by said motor, a wing mounted transversely of said fuselage and having a flat bottom surface and a convex upper surface, an air assage formed along the forward edge 0 said wing transversely of the direction of travel and nozzles extending rearwardly from said passe e at both surfaces, air intake passages ormed in said frame and connected to the first named passage a tail wing at the rear end of said fuselage and having also a passage in its forward end and nozzles extending rearwardly therefrom, and an air conduit connectin said air intake passage to the last name passa e.

4-. in van aeroplane, a fuselage, a motor frame at the forward end thereof, a blower carried by said motor at the rear end thereof, a wing mounted transversely of said fuselage and having a flat bottom surface and a convex upper surface, an air passage formed alon the forward edge of said wing transverse of the direction of travel and nozzles exten in reerwardly from said passage at both sur aces, air intake passages formed in said frame and connected to the first named passage, a tail wing at the rear end of said fuselage and having also a passage in its forward end and nozzles extending rearwardly therefrom, and an air conduit connecting said air intake passage to the last named passage.

In testimony whereof I afix In signature.

BERNHARD G. TTING. 

